Motorcycles are more than just a mode of transportation. For many riders, they represent freedom, fun, stress relief and camaraderie. They also have practical advantages, such as lower fuel costs and easier parking.

But the stakes are exceptionally high for motorcyclists, who are disproportionately represented in traffic fatalities. While motorcycles make up only 3% of all vehicles, they account for 15.5% of all traffic fatalities and 3.4% of all injuries, according to 2023 data from the National Safety Council. In 2023 alone, a total of 6,335 motorcyclists died in crashes—the highest number ever recorded and a 26% increase since 2019.

“The increase in motorcycle crashes and fatalities highlights an opportunity to reassess and improve our approach,” says Denise Hanchulak, program manager for Driver and Medical Certification Standards at AAMVA. “By reexamining how we do things, we open the door to make meaningful changes. Progress is possible, and together we can make our roads safer for everyone.”

Across North America, AAMVA members are rolling out new efforts to protect riders and reduce fatalities, including through stricter licensing standards, expanded education, broader public awareness campaigns and collaboration with various stakeholders.

Setting Standards and Enhancing Education

In 2017, a U.S. federal assessment revealed troubling motorcycle crash patterns in Washington state: More than half of the fatalities between 2013 and 2017 were single-vehicle crashes, and 40% occurred on a curve. The state also had a challenge with motorcyclists riding without endorsements.

While motorcycles make up only 3% of all vehicles, they account for 15.5% of all traffic fatalities..

“We saw riders who would perennially ride on a permit, just renewing the permit at the start of the riding season in March or April,” says Robert Willis, motorcycle safety program manager in Washington’s Department of Licensing. “Anecdotally, we also knew that riders were coming in and failing their endorsement test because they didn’t have the necessary skills, and then riding home legally because they still had a valid permit.”

By 2020, Washington had overhauled its motorcycle endorsement system, introducing semi-graduated licensing requirements and more rigorous knowledge tests—in addition to skills tests—at both the permit and endorsement levels. “What will get you an endorsement in the 49 other states will only get a permit in Washington,” Willis says. The permit knowledge test expanded from 25 to 50 questions, and the endorsement test includes 25 scenario-based questions. In addition, new skills tests were introduced, mimicking the conditions found on Washington’s mountain roads. “Because we knew that curves were a major cause of crashes, we built a test around exactly that,” Willis explains. “During the test, our riders have to ride the smallest-radius curve, laid out in a figure eight, at the recommended speed—and then complete a quick stop at city-street speeds. You either pass, or you don’t.”

The impact was almost immediate. “In 2019, only 52 riders came back for continuing education,” Willis notes. “In 2020, after the new standards rolled out, more than 2,000 did. And those numbers have held steady.” Washington also increased fines to nearly $400 for unendorsed riders and allowed motorcycles to be impounded for these violations, making training and licensing the safer—and more affordable—option.

In Pennsylvania, accessible motorcycle education classes remove barriers to safety training. “One of our shining stars is that we provide free training to Pennsylvania residents,” says Kara Templeton, deputy secretary for Driver and Vehicle Services at the Pennsylvania Department of Transportation (PennDOT). Four core courses are available for riders at every skill level:

• Basic Rider Course: A licensing course for novices. Motorcycles are provided.
• Intermediate Rider Course: A licensing course for riders with some experience who bring their own motorcycle.
• Advanced Rider Course: For riders with at least 3,000 miles of experience. Not a licensing course, but focused on refining mid-corner traction and ground clearance skills to improve safety.
• Three-Wheel Rider Course: A licensing course for trikes, sidecars or Can-Am Spyders.

Along with riding skills, the courses also emphasize the importance of helmets, protective gear and visibility, which Templeton says are critical to reducing risk.

Pennsylvania also imposes age-specific requirements. Riders under 18 must hold a permit for six months, log 65 hours of road experience and complete a safety course. The Keystone state’s program is sustainably funded through licensing. “A portion of every motorcycle permit and license renewal fee goes directly into a fund earmarked for safety training and awareness,” Templeton explains.

For states seeking support in developing their motorcycle safety program—or looking to review the effectiveness of current offerings—the National Highway Traffic Safety Administration (NHTSA), part of the U.S. Department of Transportation, offers motorcycle safety state program assessments. In the last five years, NHTSA has facilitated assessments with nine states.

“The assessments review all components of a highway safety program, note the program’s strengths and accomplishments, and highlight where improvements can be made,” says Michelle Atwell, chief, Office of Safety Programs at NHTSA. “Not only do assessments provide useful recommendations, but the dialogue and reports are also educational for states and their highway safety partners. States should adopt the post-assessment action plans and recheck progress at least every five years to stay adaptive and accountable.”

The administration also offers supportive grants, such as:

• Motorcyclist safety grants, which support statewide rider training courses, motorcyclist awareness programs and helmet law enforcement
• Section 405F grants, funding rider education, public awareness campaigns and enforcement-related activities
• State traffic safety information system improvement grants, which improve data collection and analysis to better identify and address motorcycle crash trends

“Together, these initiatives promote rider training, awareness, data-driven countermeasures and strategic planning, effectively reducing motorcycle crashes and fatalities nationwide,” says LaCheryl Jones, highway safety specialist, Office of Safety Programs, NHTSA. “States’ highway safety offices and/or governor’s representatives for highway safety can help states apply for these grants.”

Spreading Awareness

Freedom, enjoyment and practicality remain at the heart of motorcycling, but states are reminding both riders and drivers that safety is also part of the culture. To generate awareness, Pennsylvania runs two major campaigns:

• “Live Free, Ride Alive,” targeted to riders, humanizes motorcycle riding and stresses responsibility
• “Share the Road,” directed at motorists, urges them to look for motorcycles and respect their right to the road

“We try to highlight the human component of motorcycle riding,” Templeton says. The PennDOT team brings this message to rallies and events, meeting riders where they are and reminding them of free training opportunities.

Hanchulak says this is an important approach to reach motorists. “We need to change the mindset that motorcyclists are just thrill-seekers. They’re part of our communities, and they deserve the same commitment to safety as every other road user.”

Pennsylvania also uses a data-driven outreach approach on social media. “We look at where the most crashes are occurring, target campaigns in those areas and review analytics monthly,” says Colleen Anderson, the state’s motorcycle safety program manager. Messaging is tailored by channel, with Facebook resonating with older riders and ads on Spotify or other music streaming services connecting with younger audiences. Partnerships with motorcycle dealerships extend the reach, placing training information directly in showrooms. “We’ve seen new engagement through dealerships that we didn’t have before we did this,” Anderson notes.

Washington has reached out to connect its large number of unendorsed riders. In 2024, the state mailed training vouchers directly to motorcycle owners without endorsements, in tandem with a multimedia campaign featuring influencers and direct ads. Working with their research and analysis office, they pulled all of the motorcycle registrations in the state and compared those ownership records with their list of endorsed riders. They then sent postcards to the unendorsed riders, making them aware of the issue and offering a $100 training voucher to the first 200 enrollees. “We mailed 48,800 postcards and within two weeks, all 200 vouchers were claimed,” Willis says. “In the end, 4% of recipients sought out an endorsement, and 3% took training. We saw a 10% increase in advanced course enrollment plus a 20% reduction in motorcycle fatalities.”

For Willis, the messaging was crucial. “The campaign wasn’t about telling them they were terrible riders,” he says. “It was about making them better. Our catchphrase was, ‘Enhance your skills, enhance your ride.’”

A Collaborative Approach

For any state to effect real change, various stakeholders must collaborate. “It takes everyone—agencies, law enforcement, rider groups and safety partners—to move the needle,” says Hanchulak. “The most effective programs are the ones where all those voices are at the table.”

Behind the scenes, Pennsylvania convenes a motorcycle interest group twice a year, uniting partners from DOT, law enforcement, the Department of Education and other agencies to review data, identify concerns and propose changes. “We have open communication at a grassroots level,” Templeton says. “Our motorcycle interest group meetings are often the starting point for new ideas and program direction. Bringing together stakeholders twice a year helps us develop, refine and implement changes to improve motorcycle safety across the commonwealth.”

Pennsylvania’s state police—many of whom are riders themselves—also partner with
PennDOT on events, demonstrations and targeted messaging. They bring credibility and firsthand understanding of the causes behind crashes.

Motorcycle clubs are also an important voice in spreading motorcycle safety messaging. With thousands of motorcycle clubs in the U.S., ranging from local groups to enormous international organizations, they hold a unique influence and stake in the game. Willis says Washington has even built relationships with clubs that are traditionally resistant to government regulations and messaging—known as “1% clubs.” “I’ve had conversations I never expected to have,” he explains. “Many clubs are now requiring their riders to wear full-face helmets or maintain endorsements. Whatever the motive, safety comes along with it.”

He stresses that the state’s approach emphasizes communication and education rather than enforcement. “The best way to build trust is not to come in with, ‘We’re the government, and you have to listen’ attitude,” Willis says. “It’s to ask, ‘How can we help our riders be safer?’ That opens the door to collaboration.”

That culture of partnership runs through the most effective programs. When riders, state agencies and communities share responsibility, the result is clear: fewer crashes, more lives saved and safer roads for everyone. With stricter standards, smarter awareness campaigns and collaborative strategies, states can ensure that riders can have the freedom of an enjoyable—and safe—journey.